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Lessons from the Netherlands

Report from the London Cycling Campaign study tour

of three Dutch cities. October 2011

1. Introduction
This report covers the LCC study tour to the Netherlands. A shorter version of this report
appears in the December 20112 issue of London Cyclists magazine.
LCC visited three cities on the study trip Rotterdam, Utrecht and Amsterdam.

In Rotterdam we were the guests of the local Fietserbond, Dutch Cyclists Union,
representatives led by Jan Laverman.

In Utrecht we visited the Fietsberaad, now part of the Dutch Cycling Embassy, and
spoke to Tom Godefroij, their international representative. We also visited the KPVV,
the Dutch Transport Knowledge Resource Centre, and spoke to Hillie Talens, the
author of the Dutch Design Manual for Bicycle Traffic.

In Amsterdam we spoke to the Fietserbonds local representative, Govert de With,

and participated in a Study Tour led by Marijolein de Lange, a consultant who works
closely with the Fietserbond. We also met Dick Jansen and Steven Schepel who
were an engineer and the president of the Stop der Kindermord agency that
disseminated safe street infrastructure throughout the Netherlands from the 1970s.

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The following table provides a useful overview of cycle usage in the three cities (page 7 in
Rotterdam presentation)


Amsterdam The Hague


Car (as
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2. Cities:

2.1 Rotterdam
The city is the second largest by population (600,000), after Amsterdam, and has a relatively
low (by Dutch standards) modal share for cycling of 22%. Because of extensive damage
during WW II the city has largely newly built streets which are wide, often with four lanes of
car traffic, most of which have separate cycle tracks on either side. It is not a university town
which is one reason given for lower than typical Dutch cycling levels. Buses have been largely
removed from the centre of town but there is park and ride. Car parking in the town centre
costs 3.50 per hour.
More than any other Dutch city, Rotterdam has an
established metro system with 5 lines and also 9
tram routes. Like London, there is a large river
dividing the city. Unlike London all the river crossings
have excellent separated cycle paths. The
Maastunnel built in 1942 has cycle and pedestrian
tunnels accessed by escalators and lifts running
alongside the motor vehicle tunnel.

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There is secure paid cycle parking at the station plus free non-secure parking. They are
planning a compound for 5,400 bikes.
The local cyclists meet with the council on a bi-monthly basis.
In Rotterdam new build tracks are 2.5m if one way, 3.5m if two way. On road cycle lanes are
1.5m without car parking, 1.8m with car parking. A recent piece of work is a wide (4m) two
way cycle track along the harbour because it is by the waterside there are few crossings so
a two way track was suitable (the Dutch prefer one -way tracks on both sides of the road).
Cycle Hire
The OV-fiets cycle hire run by Dutch Railways is popular in Rotterdam. Hire costs 3 for 20
Road works
We saw major road works in Rotterdam. The cycle track was replaced by an on-road lane
protected by giant Lego.

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2.2 Utrecht
Utrecht is Hollands fourth largest city with a
population of 312,000. It is a university town and
cyclings modal a share is 36%. There are several
tram routes through the city and the cycle facilities
are designed to account for these routes typically by
providing a track behind tram stops but we also saw
cyclists moving from cycle track into a shared car
and bike lane behind a bus stop on an island. There
was also a largely separated bus lane, in a similar
position to tram lines with cycle tracks going behind
the stops. They use 25 metre triple bendy buses on this route.

Utrecht boasts the first cycle lane in the Netherlands built in 1895 it is currently a cycle path
running along a tree lined section of park.

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2.3 Amsterdam
In cities like Amsterdam, (pop 765,000) where car parking charges are high (5 per hour) and
commuting distances relatively short the cycling levels in the city centre rise to a traffic
dominating 57%. The old town has a modal share of 48% and the city wide (25km) level is
38%. Resident car parking costs 1 per day with a limited number of places.
Average cycling distance is 2km per day. Most cyclists are 25-55 years old, well educated
and have an above average income.
There are 400kms of separated cycle lanes, 225,000 cycle parking spaces (estimated
demand 750K). Unlike London, where the concept of filtered permeability is only gradually
taking hold, you can assume that virtually all roads will provide two-way cycling even if they
are one way for cars. While cycle tracks are common on the outskirts of Amsterdams centre,
the old town has some roads with cycles lanes marked in the carriageway, not unlike some of
those in London.
We found that road entry
treatments invariably had
a raised surface and often
were designed to look not
like a road entry at all but
more like a drive into an
estate there was no
continuity of surface
colour or level that would
encourage a driver to
enter at any speed.

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3. Cycling Experts:
3.1 Dutch Cycling Embassy
This organisation is an umbrella group for a number of Dutch cycling and related
organisations and was formed in 2011 following the example of Danish Cycling Embassy. Its
aims are to disseminate good practice and promote the work of its partners. It encompasses
the Fietsberaad which is the Dutch cycling knowledge base. Much of its work is available in
English on the www.fietsberaad.nl website.
Netherlands has an advantage in that it started early in supporting cycle use (their first cycle
path was built in 1885 in Utrecht ) Tom Godefrooij, a member of the newly established
Cycling Embassy of the Netherlands says they prefer not to say that cycling is cheap but
rather than it is cost effective. Goodefrooij says you have to maintain investment to sustain
cycling levels. And the Dutch do not skimp on their cycling investment to maintain cycling
as an attractive option Amsterdam invests 27 Euros per head per year - about three times the
funding rate the rate in London over the past three years. To sustain high cycling levels that
investment has to be maintained. The 27% modal share level has been sustained for 25
years. Goodfrooij suggest that this may be the limit of the potential for growth though that
could change with improved electric cycles.
Some Dutch cities have higher cycling levels than 27%. Den Bosch has gone up from 33% to
40% and the city of Harden was designed to make cycling journeys short via a permeable
road network while motor vehicles have to use a ring round around the town to reach their
destinations. In Utrecht the suburb of De Meeren was designed specifically to be bike friendly.
Since the 1990's the Dutch cycling master plan requires cycling to be included in local and
regional transport strategies.
The CROW guide to cycle planning (see below) was initiated by the Cyclists Union and then
adopted by the Fietsberaad. It is described as a 'guideline to professional consensus on
design for cycling.' It is not legally binding but authorities may have to explain why it wasn't
We discussed shared space designs (Mondermann etc): G's view was that it is applicable in
residential areas. Their preference is for 'car free' zones rather than pedestrianised zones.
The town of Drachten is famous for its shared spaces.
Godefrooij explains that cycling replaces the need for high public transport provision in Dutch
town centres. This means there are fewer bus only lanes.
Aside from delivering high quality infrastructure the Dutch also provide education to budding
cyclists. All school children do a written and practical cycling exam at age 11 that includes an
observed ride on local roads. In Rotterdam specialist training is also offered to new migrants

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3.2 CROW (Information and technology centre for transport and infrastructure)
Facts and figures
The modal share of cycling in the Netherlands is 34% of trips up to 7.5km and 15% of trips
between 7.5 and 15km. Two cities stand out with very high (50%) cycling levels are
Groningen, where the high level is partly attributed to it being a University town, and Zwolle,
which a history of high investment in cycling. .
The Dutch approach
The Dutch recognise that a prime threat to cycle use is urban sprawl which extends work and
other journeys. Their solution is to keep new residential areas within three kilometres of town
centres. At such distances the bicycle has advantages over public transport and it was
noticeable throughout our visit that there was less local public transport than in the UK. There
are tram networks in most large cities, notably Amsterdam, but far fewer buses than in
London. Shorter travel distances and the convenience of cycling reduce the need for more
public transport. Rotterdam, with a population of 610 million, has 170 million public transport
journeys per year whereas London with a population that is 12 times bigger has 3 billion bus
and tube journeys per year.
The Dutch use cycles for a variety of journeys the notable figure is that half of education
journeys are by bike whereas fewer than 20% of them are are by car. Cycling in the
Netherlands fell sharply with the growth in car use in the 60s and 70s but, unlike the UK, the
fall was arrested when it hit 20% in the mid seventies. At the same time there was a steep
rise in the number of cycling collisions a trend that has now been reversed to reach levels
lower than in the 60s. According to a CROW slide Holland currently has a safety record, in
terms of rate of fatalities per kilometre , that is half that in Germany and a quarter of that in the
UK (Note Colin Buchanans have cited half that in the UK).

Dutch policy makers start by deciding the function of a road, says one of the countrys
leading cycling experts , Hillie Talens and from this flows the design and then the use of that
road. It is for the politicians to decide on road use once that is established the design
Designing for cycle users
When addressing the needs of cyclists the Dutch aim to deliver routes that are coherent,
direct, attractive, safe and comfortable.
Coherence : consistent quality; ease of way finding, choice of routes
Directness: no unnecessary detours; faster than a car, constant speed; minimum delays
Attractiveness: perception of a pleasant route; personal safety; ability to ride side by side.
Safety: mix if possible; separate if necessary; no hard conflicts (see note on safety below )
Comfort: smooth surfaces; minimal stops; protection against weather
In 20 mph zones (which means most residential areas in Holland) cyclists mix with slow
moving cars but on main roads dedicated space is frequently provided.

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The five principles of Sustainable Safety used by the Dutch are:

Functionality of roads (Through roads, Distributors, Access roads)

Homogeneity of mass, speed and directions

Recognisability of the road design and predictability of the road course and road user

Forgiveness of the environment (physical) and between road users (social)

Level of alertness of the road user.

Three key issues are:


Safe road users

Safe vehicles

Safe roads

Street markings
Elephant's feet (rows of large squares) are commonly used to highlight cycle routes through
junctions but these markings do not have legal force. What provides legal status are so-called
sharks teeth which are visible at most crossing points. These white triangles are effectively
give way signs.
Driving tests
We were told that you fail your test if you do not look back for cyclists when opening a car
door. Govert de With, representative of the Amsterdam branch of the Cyclists Union,
observed that virtually all Dutch drivers are also cyclists so they are aware of what it is like to
ride in traffic
There a two types of mopeds in the Netherlands: those with yellow plates helmet must be
worn and not allowed on cycle tracks (legislation removed them from tracks in 1991) ; low
power mopeds with blue plates on which helmets do not have to be worn and are allowed on
cycle tracks. The Cyclists Union says it would like mopeds excluded from cycle tracks
because of their speeds and weight (max of 30kph in theory). Electric bikes ( a growing
sector) are treated like cycles and are limited to 25 kph. Some larger bikes (faired HPVs) are
allowed on all roads whereas regular cycles must use tracks where signage shows they are
Wheelchair Users
It was surprising to see wheelchair users on many bike tracks, including those outside of
town. This is clearly an additional benefit of having extensive facilities for cycle users.

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3.3 Fietserbond
The Dutch Cyclists Union has 35,000 members with 145 branches and 1500 active members.
Membership costs 28E and benefits include discounts, magazine, legal advice. In Amsterdam
there are 4000 members, 2 staff (funded by the council) .
The Union was founded in the 70's, as a result of the Stop der Kindermoord movement. In
Amsterdam it currently provides advice to council, sits on the municipal traffic committee,
publishes maps, magazine, website and organises cycling tours.

4. Infrastructure
4.1 Quality of the Experience
An important aspect of cycling in The Netherlands is the experience. It pays not to look too
closely at infrastructure itself but how it enables a good cycling experience even if the quality
of infrastructure varies quite considerably.
Route choice
Wherever we went in the Netherlands we did not worry which road we would take. There was
never any worry that our journey would be scary or inconvenient no matter which road we
chose. We are probably all seasoned cyclists and would cycle anywhere. But imagining the
same situation in London we would want to avoid Euston road, Tower Bridge, the A40, etc.
Partly this is clearly because everybody cycles everywhere all the time. But there is also cycle
provision everywhere. It is by no means always segregated and some facilities are no better
than London cycle lanes. But it is a complete comprehensive network you can rely on. No
dead ends, no cyclist dismount signs, no steps, every junction has been designed with cycling
in mind.
Minimum stopping chance
After a while we noticed that we were riding at a moderate pace and that we hardly had to
stop. Stopping and starting is simple for drivers and pedestrians. But the Dutch understand
that it is a real inconvenience for cyclists. It takes a lot of energy to keep starting from a stand.
This is achieved in a number of ways. Firstly cyclists can bypass many junctions and lights.
Cyclists also have priority at most side roads. But at the big junctions signalised crossings can
mean a delay. Somehow this doesnt seem such a problem. It seems to make sense to stop
at busy high risk places and to keep going at minor intersections.
Riding side by side
Riding socially is not only permitted (as in the UK) but explicitly written in design manuals.
There is clear reasoning: When you go by train, in a taxi, in a car or walk you can have a chat
side by side, so you should also be able to when riding a bike.
Therefore cycle facilities are designed with this in mind (i.e. wide) but also other road users
accept it (possibly with the exception of scooter riders using the cycle tracks).

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4.2 Road Junctions

The consistent well thought out design of road junctions is a prime example of Dutch cycling
provision. Turning traffic gives way to cycles and other traffic going straight on. Jan
Laverman, an activist with the Dutch Cyclists Union, quoted a Dutch rhyme children learn:
straight on traffic has right of way over turning vehicles on the same road.
Signalled junctions often have by-pass tracks for cyclists wishing to turn right (=left). Some
junctions with low traffic levels have UK style ASL bike boxes allowing easy left (=right) turns.
Busier junctions will have separate tracks with cycle only traffic lights, sometimes with twice
as many green phases as for other traffic. At a few large junctions there is a green scramble
phase allowing all cyclists to cross in any direction. At crossings of major trunk roads the
Dutch build totally separate routes, going under the roadway, enabling cyclists to continue
through without stopping or having to give way. Side junctions in town typically have raised
entry treatments. Often both ASLs (for on carriageway crossing) and off carriageway
provision is made.
Diagonal crossings In Utrecht we were
shown a relatively rare diagonal cycle
crossing which enabled cyclists to cross
from a cycle track on the right-hand side
of the road to a two way track on the left
side. The light phase permitted cyclists
to do this in safety. The route was
marked by elephants feet which do not
have legal significance in Holland but
are respected by vehicles

4.3 Roundabouts
Dutch roundabouts are designed to calm traffic and improve safety rather than increase motor
traffic capacity says Hillie Talens. That means the entry points are at a sharp angle to slow
car speeds rather than at a wide angle to maintain higher car speeds through the roundabout.
Exits for roundabouts are always single lane. At most roundabouts cyclists use the outer lane
and have priority over turning traffic entering or leaving the roundabout. They are a surprise to
use for Londoners, as cars stop and wait for all the cycles to pass. Crucially the cycle track
meets the carriageway lane at a sharp angle enabling better visibility and eye contact.
We were told a general rule is that cyclists
have priority on urban roundabouts but cars
have priority on major roads outside of town.
Roundabouts are single lane on entry and
exit (up to 25,000 vehicles per day).

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There are four types of roundabout:

! Bike on street residential roads or 30kph
! Bike lane- minor roads, as in UK
! Separated path with priority on busy roads separation can be 5 meters to avoid queing
traffic blocking routes eg: Hugo de Grootplein in Amsterdam
! Separated path without priority rural distributor roads
Molenlaantwartier in Rotterdam. [tom sd1/109_PANA/P103061.jpg sec).
Roundabouts with signals
The most complex roundabouts have traffic signals to control all movements, giving adequate
time for cyclists and pedestrians to cross. (eg. Weterringschans /tom
sd5/DCIM/110_PANA/P1100742.jpg sec.)
4.4 Underpasses;

This is the preferred Dutch solution at major traffic crossings. They prefer under passes to
bridges because it is easier to cycle down then up a crossing we saw in Utrecht was clearly
signed and offered connections in all directions. There is a version of such a crossing in
(Gerhard to provide Walthamstow example).

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4.5 Woonerfs.

These are shared use areas with clear priority for pedestrians We were told that Woonerfs,
despite being a Dutch invention, were currently less popular as a traffic measure. Wide area
30kph zones with clearly defined pedestrian spaces are seen as safer, especially for small
4.6 Cycle Tracks
The popular Dutch cycle track
is usually 2 metres or more
wide, designed for side by
side cycling or overtaking.
They are often located on the
inside of parked cars (on tree
lined streets parking spaces
are often squeezed inbetween the trees). At
junctions, tracks either merge
with the road, in a clearly
defined way, to facilitate turns;
or move away from the road to
create a separate series of
crossings for cyclists
(commonly with priority over
turning cars).

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4.7 Cycle Lanes

Dutch lanes, like those in the UK can be mandatory (cars may not enter) or
suggested/advisory (which cars may enter). They are mostly 1.8 to 2 metres wide and they
are usually coloured red. Cycle symbols in a lane, of either type, have legal status and
prohibit car parking in the lane or stopping outside of permitted loading times. So called
suggested lanes without cycle symbols are not coloured and can be 1.5m in width.
Because of their legal status Dutch cycle lanes, even advisory ones, are free of stopped or
parked cars.
4.8 Mixed provision
In Amsterdam we were shown the road treatment at Van Woustraat. This is an example of
"infrastructure light" as used where road widths are narrow or variable. For much of the way
there are no marked lanes, cycles go outside parked cars and motor traffic can move into the
tram area to overtake cycles. Coming up to main junctions there is a tram/bus stop with a
passenger refuge between the two lanes. Before this all general traffic is directed off the tram
track area, sharing a wide lane with cycles, a bit further on there is a mandatory cycle lane,
leading into an ASL for left (=right) turns at the traffic lights.
Almost every side street is either car free or strongly car calmed, with mixed use and narrow,
raised junctions.
The contrast with UK is dramatic. Here they frequently put the cycle investment on the links
where it is not needed and tend to ignore the junctions where there might be a need for
separation. In Amsterdam motor traffic flow has a lower priority than cyclists' convenience
and comfort.
There is a video of this street here: http://is.gd/82Y5iM Such a treatment could be applied on
some relatively narrow busy high streets in London
Where Dutch planners recognise that a desired route is not sufficiently cycle-friendly they
offer parallel alternatives Amsterdam has its own cycle map, similar to the London guides.
In format which highlights a network of routes

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4.9 30 kph zones

In residential zones 30 kph is standard and typically cycle lanes are not provided.
Exceptionally cycle lanes are used, in some cases to provide continuity or to enable cycles to
pass congested traffic.
4.10 Buses and Trams

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Except on the quietest streets cycle tracks go behind bus stops and waiting areas. In some
places a cycle lane will turn into a cycle track behind the bus stop area.
Many Dutch towns have tram systems, running down the centre of the road, tram stops are
on islands separated from the cycle track and general traffic. Negotiating junctions with many
tram tracks can be unnerving, but the drivers do watch out and give a good warning of their
approach. Marijolien de Lange, a consultant to the Dutch Cyclists Union told us you are not a
real Amsterdammer until you have crashed your bike on the tram tracks.
Where bus lanes are in residential areas and speeds are 30kph Dutch guidance is that they
can be shared with cycles. On high speed routes separation is advised.
(There is an article on bus stops and cycles in the November issue of Cycle Mobility).
4.11 The Bicycle Street.

Where cycle flows a very high the Dutch create cycle streets along which cyclists have priority
and motor vehicles have to give way to them. Signs on these streets say cars are guests
The layout of these streets varies but a common factor is that motor vehicles have to go very
slowly and wait for the cycles to pass. In some cases a kerb runs down the centre of the
street notionally to slow cars down but it is also easy for cars to straddle the kerb whereas
bikes have to stay to one side.

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4.12 Signals

Dutch regulations permit smaller chest-high traffic

lights for cyclists. These sometimes are used to
provide a separate phase and, in locations where
cycle volumes are very high, you may have two
bicycle phases in the complete cycle.
Remote detection of cyclists is used (100m is
preferred to the 20m variety) and in Amsterdam the
green wave has been used which allows continuous
cycling in an average speed is maintained.
We saw several examples of count up lights for
cyclists, these display the number of seconds before
the next green phase. This provides re-assurance,
count down displays as trialled at some crossings in
London can increase stress.

4.13 Leisure routes

On the outskirts of Rotterdam
we were able to ride along
some leisure routes these
are funded from a separate
budget to urban cycle routes
but are integrated into the
main route network. A
signage system identifying
numbered nodes makes
wayfinding easier

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4.14 Cycle parking.

The Dutch recognise that cycle parking is a vital ingredient of their transport infrastructure.
Amsterdam station has 7000 cycle parking spaces. Rotterdam and Utrecht are both building
station compounds for 5000 bikes to meet demand. As well as large areas of open access
parking, main stations will have guarded cycle parks available for a small charge to regular
users. Currently almost 40% of rail travellers use a bike at one or both ends of their trip. On
Dutch streets cycle parking stands are ubiquitous residents of flats either have indoor
parking or use street stands. Bike theft is a problem, as in London, but in Amsterdam a
campaign helped reduce it by a half over x years. They estimate that around 8% of the bicycle
pool is stolen annually (down from around 16%). A problem we dont quite have in the UK is
too many abandoned bikes occupying the scarce parking space
Fietshangers (bike lockers http://is.gd/JyD6kf ) are a common sight on Dutch streets. They
occupy about the same space as a car (and are therefore easily installed among parked
cars). Each locker takes five bikes.. The first examples in London have recently been put up
in Lambeth
Workplaces and new developments install cycle parking though the legal rules on this have
recently been changed.
4.15 Cycle highways
Cycle superhighways Dutch style are well
ahead of their London equivalents. On urban
streets the main routes will be on tracks 2
metres wide, behind the parked cars. New
inter-urban cycle highways are being built,
three to four metres wide providing direct
routes with very few interruptions. Surfacing
we saw on highways was high quality and
there appeared to be no issues of

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4.16 ASLs

We were shown ASLs in Rotterdam and Utrecht as a relatively new innovation they were
used on a minor road meeting a major one. The principles of the design are the same as in
the UK although the turn may be into a cycle track rather than the carriageway. Lead in lanes
are 1.5m wide.
4.17 Signage
Signage matters to Dutch cycle planners. Routes are always clearly marked, and direction
signs help you find your way. In Rotterdam we saw a network of leisure cycle paths marked
with green signs pointing to the next numbered node [photo]. At these points several routes
meet and there will be a map helping you plan your ride to the next points. There is also a
network of international long distance paths, often on a scenic route, less direct than the
interurban cycle highways.

5. Going Dutch in London

Not everything is brilliant about cycling in the Netherlands and some elements are unique to
the country. So it would be silly to simply argue for copying whatever the Dutch do. To
analyse what could and would not work in the UK three categories can be used. :
1. Stuff they have but we dont want/need
2. Stuff they have and we want
3. Stuff they have but we will never have (in the short term)
Some elements of Dutch style infrastructure are either not desirable or specific to their
situation. So it would not be productive to try and copy.
5.1.1 Trams

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We have one tram in London and we are unlikely to have anymore. So there is no need to
factor this in. But there may be something to be gained by applying what the Dutch do about
trams to major bus routes in London (see point 2)
5.1.2 Klinkers (paving stones)
Some of us were quite unhappy about the surface quality of a lot of cycle tracks and indeed
residential streets. The Dutch like to use Klinkers small paving stones/tiles. They are much
better than some of the granite sets we see on historic streets in London. But they are unlikely
to be rolled out in London. So its not a problem we will have. The Fietserbond is campaigning
to replace klinders.
5.1.3 Dooring lanes
Particularly in Amsterdam we saw quite a few dooring lanes. The kind of narrow on
carriageway cycle lanes along parked cars. In fact at times if you might not know it was
Amsterdam, so similar was it to some areas in London.
Clearly there is old infrastructure in Holland and they havent got everything right all the time.
There is no need to copy this.
But perhaps more importantly we did hear the something is better than nothing argument
from people we met. And we dont think this would be a good approach in London. What the
Dutch never had to do is to start from zero in terms of mode share.
5.2 Design for cycling from the outset
Every street will always be considered for cycling (and walking) first when it is designed or redesigned. Cycling is not added on after everything else is addressed.
Continuity networks
Priority convenience
On street cycle parking
There are clearly some high quality facilities which we want. But we have to see it through the
capabilities of a London Mayor with a limited budget. For example the Dutch would probably
have a cycle underpass at Bow roundabout.
50% mode share
The Dutch seem quite pragmatic about cycling. Its very cost effective compared to public
transport modes. They are not going to build a tube when they can have a cycle network
cheaper. Cycle networks are provided instead of bus networks in many areas. In London we
are unlikely to dismantle the tube and bus network, nor would we want to. So cycling wont
easily be able to take a large junk out of the huge mode share public transport has in London.
Despite all the complaints the public transport system in London provides a good service for a
city ten times the size of any in the Netherlands.

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6. References
This guide is based on our study visit to the Netherlands in October 2011. You will find other
examples of Dutch and related design at these locations:

Notes on European best practice :



David Ardittis summary of Dutch infrastructure - in the CPEC Files section

Rik Andrews Flanders report in the CPEC Files section

Cycling Embassy of the UK document links http://www.cyclingembassy.org.uk/documents




David Hembrows blog and photos: http://www.hembrow.eu/cycling/photos.html

IAmsterdamize blog http://amsterdamize.com/





Fietsberaad/Dutch Cycling Embassy information site



Bikes Belong Compendium of good practice from US :



Portland Cycle Tracks, Lessons Learned http://tinyurl.com/ykh69vg



Copenhagenize blog: http://www.copenhagenize.com/



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